The Upper Douglas Tramway.

When describing in our August number the electrical sections of the
tramway system of the Isle of Man Tramways Company, allusion was made to
the approaching opening of the cable tramway in Douglas, and we
undertook to give in a later issue further particulars of this important
addition to the company's system. Since then the work has been
completed and the tramway opened for public traffic, and we are now able
to describe and illustrate the line with some detail. The tramway is the
result of a public demand for some means of communication between the
Promenade along the shore and Upper Douglas, which was clearly a
necessity if the upper part of the town were to enjoy the prosperity
and growth to which it might reasonably look forward. Such importance
was attached to the construction of a tramway through the upper streets
that when early in 1895 the Tramways Company came to the Douglas Town
Commissioners to ask for a renewal of the lease of the horse tramway
along the Promenade the Commissioners expressly stipulated, as an
indispensable feature of the agreement, that the upper part of the town
should be directly connected with the landing pier and the promenade by
a tramway.

The route as proposed by the Commissioners, and in accordance with
which the line has since been laid, commences at the foot of the pier
near the southern end of the Promenade, and opposite the Peveril Hotel.
From this point it proceeds along Victoria Street, at the top of which
it turns sharply to the right up the steep incline of Prospect Hill. The
street then curves to the left and some distance further on, by another
curve to the right, the tramway is brought into Bucks Road, which is a
continuation of Prospect Hill. The route then lies along West View and
Woodburn Road, passing several moderate curves until at the northernmost
point of the line, Ballaquayle Road is reached. There is a sharp curve
here and by a rapidly falling gradient the tram descends to the
Broadway, so called no doubt with satiric intent as the street is here
so narrow that the double track had to be abandoned and for the
remainder of the distance down to the Promenade -- which the tramway
reaches near the site of the old iron pier -- there is a single track. The
entire length of the tramway between the termini is one and one-half
miles, and the total length of the track nearly three miles.

As soon as the route was decided upon the tramways company at once
recognised that it presented serious difficulties owing to the
narrowness of the principal streets through which it would pass, and,
particularly, to the severe gradients which formed a large part of the
route. The line includes also numerous sharp curves, one of which has a
radius of only 40 ft. In certain sections the gradient would be no less
than 1 in 10.6, and it was felt that any motive power depending for
propulsion on the mere adhesion of the wheels to the rails would be
inadequate, probably impossible, and certainly un-economical. In these
conditions the cable system alone was regarded as practicable. But
before determining to adopt this method a joint deputation of the
officials of the tramways company and the Douglas Town Board, consisting
of Mr. A. Bruce, chairman of the company, Dr. Farrell and Mr. Callow,
directors, Mr. J. Aldworth, manager, and two members of the corporation,
visited London and inspected the Brixton and
Streatham cable tramway of the London Tramways Company. They then
conferred with Messrs. Dick, Kerr, and Company, Limited, the contractors
for the London tramway, and obtained particulars with reference to the
cable tramways also constructed by that company in Edinburgh and Matlock. On the former the maximum gradient is
1 in 9, and on the latter 1 in 4 1/2, so that the deputation was relieved
of any doubt as to the suitability of the cable system for working the
proposed route in Douglas. As a result of the investigations of their
directors the Isle of Man Tramways Company subsequently entered into a
contract with Messrs. Dick, Kerr, and Company, Limited, for the
construction of the tramway.

Surveys were completed and the necessary sectional and structural
drawings were prepared in June, 1895. Originally it was proposed to
construct a double track throughout, but to meet the wishes of the Town
Commissioners and the Legislative Council, when the Act of Tynwald was
procured, the plans were modified, and it was provided that in certain
places where the streets were narrow an interlacing track placed in the
centre of the roadway should be substituted, the double line being used
where the street was wider. This arrangement was found, however, to be
unpopular, as it would lead to inconvenience, and eventually an amending
Act was obtained enabling the company to follow out the original plans,
laying two tracks either in the centre or at opposite sides of the roads
as would be most convenient. Meanwhile the line had been constructed as
far as possible pending the settlement of the question; but five months
had been practically wasted by the delay for which neither the tramway
company nor the contractors were in any way responsible; and in May of
the present year when the amending Act was passed there were still two
and a half miles of line to complete besides a terminal pit. The work
was at once resumed, and it was carried out so energetically by the
contractors that by the middle of August the tramway was completed.

In the construction of the track and conduit the new line resembles
closely the cable tramways in London and Edinburgh. The track, which is
of 3 ft. gauge, consists of steel rails of the grooved girder type, of
the section shown in Fig. 3, and weighing 76 lbs. per yard. Both the
cable conduit and the foundation for the track is formed of Portland
cement concrete. The conduit is 19 in. deep by 9 in. wide. The cast-iron
yokes which support the slot rails have been firmly placed on a
foundation of solid concrete, and are spaced 3 ft. 6 in. apart. To these
yokes the slot rails, shown in section in Fig. 4 are bolted, leaving an
aperture three-fourths of an inch in width for the gripper shank to pass
through. The weight of the slot rails is 38 lbs. per yard. The sides of
the conduit are formed of concrete in the usual manner. Tie rods connect
the yokes with the track rails, and the whole forms a very firm
structure of the most durable character. A 6 in. stoneware drain is
provided for keeping the conduit free from water, and for this purpose
connection is made with the sewers at proper intervals. The entire line
and clear-way with a margin of 1 ft. 3 in. outside the rails is paved
with granite setts thoroughly rammed and grouted with strong cement in
the manner of the best tramway construction. A section of the double track
is given in Fig. 5, and the method of constructing the conduit is well
shown in Figs. 6 and 7 which are reproduced from photographs taken
during the construction of the line up Prospect Hill.

There is nothing special to be noted as regards the pulleys for
carrying the cable in the conduits or in the pits, as the usual methods
have been followed. On the straight lengths of track vertical pulleys 12
in. in diameter have been at frequent intervals, their rims being
grooved for the purpose, while on horizontal pulleys with flat faces and
broad rims have been employed. These pulleys are of the same diameter as
the vertical pulleys, but they are placed at varying distances,
depending on the radii of the curves. Above each pulley has been placed
the usual hatch of tough grey cast-iron, with covers fitted with wooden
blocks on the surface as shown in Fig. 9, which represents a
longitudinal section of the conduit. The patterns of the pulleys both
for straight runs and curves are shown in Figs. 8, 10, and 11. The
triangular drawing on the right, Fig. 11, gives the plan of the base
supporting the horizontal pulley.

In addition to the pulleys which guide the cable in the conduit there
are the large diverting pulleys, 8 ft. in diameter, in the main pulley
pit outside the depot and also at the terminal pits at the bottom of the
Broadway and opposite the Peveril Hotel near the pier. The entire line
is worked by a single cable which passes from the tension carriage along
the tension race and subway (Figs. 12 and 13) to the diverting pulley
about which it is directed to the left and is carried along the
supporting and guiding pulleys to the terminal pit at Broadway. Here it
is led around two vertical pulleys each 8 ft. in diameter and then
continues up Broadway again, passes the engine house and descends to the
terminus opposite the Peveril Hotel. Passing the two pulleys there it is
drawn up the hill to the main pit and, being diverted to the right,
enters the subway and is taken around the driving pulley to the tension
carriage. The arrangements are thus comparatively simple as the cable
follows the "Lang" lay principle. It is formed of the very finest steel
wire laid on a hemp core, with six strands of thirteen wires each, seven
round six. It is 20 tons in weight and is entirely in one length.

A fine power station has been erected in Ballaquayle Road, near the
Broadway, as will be seen from the accompanying plans (Fig. 13). The
station is fitted up in a very complete manner, and in addition to the
boiler and engine rooms, comprises a reel house, car shed, and various
offices. The entire building is substantially constructed of brick, with
slate roof, and measures 235 ft. by 74 ft. The boiler house is 11 ft.
below the car shed, and 8 ft. below the engine room, with which it
communicates by a flight of stairs. Under the firing floor of this room
there is an underground storage tank of 6,000 gallons capacity. This is
fed from a spring, and a settling tank is used before admitting the
water to the storage tank. There is also a blow-off tank, with separate
blow-off pipes to each boiler. The reel house, which contains two
permanent storage reels for storing cables, is in the rear of the boiler
house, and adjoining it under the car shed is a smithy and workshop. The
overhead storage feed-water tank with a capacity of 6,000 gallons is
also in this room.

In the boiler room are two Lancashire boilers, with Galloway tubes.
Green's economisers increase the temperature of the water from 60 deg.
Farh. to above 300 deg. before it enters the boilers.

The engines, like the boilers, are in duplicate. They are of 250
horse-power each, but one of them is sufficient to work a one minute of
service of loaded cars. The engines are of the horizontal high-pressure
non-condensing type, with high-pressure cylinders 20 in. in diameter and
42 in. stroke. They are fitted with Dr. Proel's latest patent automatic
variable releasing gear and spring governor, which perfectly graduates
the output of the engine to meet the varying load on the cables. The
exhaust valves are of the Corliss type. The cylinders are steam jacketed
with live steam, having drain pipes and automatic traps with
connections. The pistons are fitted with Lockwood and Carlisle's patent
spring patent. The cranks are of disc pattern, and are fitted with Banjo
lubricator and connections for oiling the crank pins while the engines
are running. The shafts are of mild steel, 9 in. in diameter, and are
fitted at one end with flanged couplings. The flywheels are 13 ft. 4 in.
in diameter. The outside of steam chests and cylinder barrel are clothed
with non-conducting felt and polished mahogany.

Either engine can be coupled or uncoupled to the crank shafts in a
few minutes by means of the flanged couplings. The crank shafts are
geared to a counter shaft by means of shrouded double helical spur and
pinion gear. The counter shaft carries a Weston friction clutch which
works the grip pulley by which the cable is driven. As the cable after
leaving the grip pulley is led under an idle pulley placed in front of
the grip pulley, the latter is made to hold the cable for nearly
three-fourths of the circumference of the grip, an arrangement which
gives ample frictional power.

The car shed is 235 ft. in length, and contains four lines of rails,
with repairing pits extending the whole length of the shed.
Accommodation is thus secured for 21 cars. The cars gravitate into and
out of the shed by two curves which form a triangle with the main line
as shown in plan in Fig. 12. By means of a traverser the cars can be
shifted within the shed without lifting the grippers.

The type of car employed is shown in our illustrations. The car
bodies are carried on two bogies, and have seating capacity for 32
passengers. Although provided with windows at both ends, which can be
raised or lowered as desired, the cars are open at the sides, and have
reversible seats extending across the entire width, the passengers
entering from the footboard or long step extending along the sides of
the car. Gripper and controlling gear for operating the brakes are
placed at each end of the car, and ample room is provided for the
gripman, as shown in Fig. 15, which gives a view of a car descending the
sharp grade in Prospect Hill. The cars come from the works of Messrs.
Milnes and Company, of Birkenhead, and are in every way well appointed.
Owing to the numerous steep gradients a special brake working in the
slot has been provided in addition to the ordinary wheel brake. Perfect
security is thus obtained, as the cars can be stopped almost instantly.

With the exceptions noted in the course of description the whole of
the works, including engines, driving gear, conduits, and depot
buildings were constructed and carried out by Messrs. Dick, Kerr, and
Company, Limited, and their chief engineer was responsible for the
designs.

On the 6th August the threading of the cable was completed, and on
the following day the first car was drawn over a part of the line by the
cable. The official inspection took place immediately. Mr. Walker, C.E.,
the inspector, suggested a slight alteration in the special slot brake
to serve some of the curves and, after alarm bells were attached to the
cars, a certificate was granted, and the line was opened for traffic on
August 15th. Gripper men from London and Edinburgh were specially sent
to Douglas to instruct the local men in the use of the gripper and brake
mechanism, and in a few days the "probationers" became fully
experienced, and were allowed to manipulate the cars without assistance.

On August 28th, when the tramway had been in full working order for
two weeks, Messrs. Dick, Kerr, and Company, gave a dinner at Douglas to
a large number of local gentlemen and others interested in the
enterprise. The occasion was rendered specially noteworthy by the
satisfaction which the directors of the Tramway Company manifested in
their new line. Mr. Alex. Bruce, the chairman of the Company, said that
the tramway had already a traffic far beyond their expectations. Four to
six thousand persons had been carried each day, and not a single
accident or stoppage had occurred on the cable section. Referring to the
construction of the line, Mr. Bruce spoke in the most enthusiastic
strain, and complimented the contractors in the warmest manner on the
admirable way in which the whole work had been carried out